Device for preventing train-robberies.



No. 722,494. PATENTED MAR. 10, 1903-. V

G. A. GOPP.

DEVICE FOR PREVENTING TRAIN ROBBERIES.

APPLICATION FILED SEPT. 25, 1902.

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No. 722,494. PATENTED MAR. 10.1903.

G. GOPP. DEVICE FOR PREVENTING TRAIN ROBBBRIES.

APPLIOATION FILED SEPT. 25, 1902.

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No. 722,494. PATENTED MAR. 10, 1903 G. A. GOPP.

DEVICE FOR PREVENTING TRAIN ROBBERIES.

APPLICATION IILBD SEPT. 25, 1902.

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III/I/I/I/III/ 4 I YIIII/l/I/l/I/IA m: ubnms Perms c0, Pucwuma,WASHINGTON, n cy UNITED STATES PATENT ()EFICE.

GIDEON A. COPP, OF CHICAGO, ILLINOIS.

DEVICE FOR PREVENTING TRAlN-ROBBERIES.

SPECIFICATION forming part of Letters Patent No. 722,494, dated March10, 1903. Application filed September 25, 1902. Serial No.124fl26- (Nomcdelo To all whom it may concern:

Be it known that I, GIDEON A. (JOPP, a citizen of the United States, anda resident of Chicago, Illinois, have invented certain new and usefulImprovements in Devices for Preventing Train-Robberies, of which thefollowing is a specification, reference being had to the accompanyingdrawings, forming a part thereof.

The purpose of this invention is to provide means on locomotives bywhich the engineer without leaving his station in the cab and withoutusing his hands may cause a discharge of hot water or steam onto anypersons attempting without authority to mount either the engine ortender or the forward platform of the first car behind the tender or whofrom any nearby position on the ground by means of threats and displayof arms undertake to compel the engineer to stop or reverse or otherwiseaccording to their demands control the action of the engine.

It consists in connections with the boiler, terminating indischarge-nozzles in proper positions to effect the above-stated result,having valves for controlling their action located where the engineer,either by the movement of his body or feet, may operate them from" hisusual station.

It consists, further, in details of construction set out in the claims.

In the drawings, Figure 1 is a partly-sectional side elevation of aportion of a locomotive with its tender and the forward end of the firstattached car, section being made at afore-and-aft vertical plane throughthe locomotive-cab. Fig. 2 is a section at the line 2 2 on Fig. 1. Fig.3 is a section at the line 3 3 on Fig. 1. Fig. 4is a detail section atthe line 4 4: on Fig. 2. x

I prefer to apply my invention in such manner that hot water may bedischarged from the boiler upon intruders, and for this purpose I leadfrom the boiler below the waterline at each side a pipe 1, such pipeconstituting a loop connected at both ends to the boiler. It extends inany convenient position out of the way of the engineer and fireman,preferably first up to the top of the cab, then rearward to the rearcorner, and then along the rear edge, as seen in Figs. 2 and 3. If

preferred, for reasons which will hereinafter appear, this pipe may bebranched from a point near'its connection to the boiler and each branchmay be controlled by a separate valve, as hereinafter explained. Whenthis construction is adopted, this being the structure as shown in thedrawings, one of the pipes, which for the sake of distinction only maybe termed the branch pipe 2, has nozzles 3 3 at or near the rear therear corners of the roof of the cab directed so as to throw a jet overthe tender in a direction to reach the front platform and steps of thecar'A. The main pipe 1 is provided with nozzles 4 4 at the oppositesides of the cabroof, overhanging the entrance to the cab, and directedso as to discharge a shower directly over said entrance and for adistance outward therefrom, according to the adjustment of the nozzles,as hereinafter described. The pipe 1 may have additional branches 5 5,leading up at the forward end of the cab to nozzles 6 6, located,respectively, in position to discharge jets along the running-boards andover the pilot. Valves for controlling the several pipes and thedischarge through their respective nozzles are placed in such positionthat they may be reached and operated by the engineer by his footwithout moving from any position which he might occupy while controllingthe locomotive, but in such position as to cause no danger of accidentaloperation. The valves 7 7, 8 8, and 9 9 for controlling the three pipesfrom either side of the cab may be located, as seen in the drawings, sothat the levers 7 8 9 for controlling them respectively project inposition to be easily reached by the foot of the engineer or firemanoccupying his usual station behind the look-out window, all three leversbeing within the range of the foot at the same time, so that all may beoperated by the action, but the rear lever being the shortest, the nextin front being a little longer, and theforward one being the longest, sothat either can be selected and operated alone by the foot. The leversare preferably quite near the floor and guarded by the overhang ing lip10 of the usual seat, so that they are not likely to be struck byaccident, and yet in position such that they may be reached without anymovement of the foot which will require a movement of the body whichwould be obvious to the intruder who may be attempting to intimidate theengineer, and for this latter purpose the range of movement of all thelevers is short. The engineer or fireman threatened with an attack canpress all the levers at once and practically surround the locomotive atall points of action with a shower of hot water, or-if the situationrequires only discharge from the nozzles 4 4, as in case the intrudersare seeking to enter the cab at either side, the engineer will depressthe lever '7 only far enough to open the valve controlling thesenozzles. If, on the other hand, the approach is being made from the reareitherover the tender or by intruders who may have obtained or areattempting to obtain lodgment on the platform of the car A, the engineermay depress the lever 8 only or he may depress both levers to the fullextent, and thus at the same time protect the cab-entrance and drive theintruders from the tender or car. If an attackshould be made from thefront by climbing over the pilot and threatening the engineer from theforward end, he can throw a jet of hot Water in proper direction fromnozzle 6 by use of the'lever 9 either with or without simultaneouslyoperating the levers 7 and 8.

I do not limit myself to the particular arrangements of pipes, nozzles,or valves herein shown, as they are only intended to be suggestive ofthe principle and general method of construction which characterize myinvention. Any other position at which it may be found desirable tolocate the nozzles in order to protect the locomotive from intrusion orto enable the engineer or fireman to repel attack from intrusion may bereached by pipes controlled by valves located in' positions analogous tothose suggested for the nozzles shown. The preferred form ofdischargenozzle for the purpose is what may be known as a spoon nozzle,and such nozzle is illustrated in the drawings, the discharge being madeagainst the concave face of a spoonshaped deflector and spreader 12, theentire charge.

I I claim- 1. In combination with a locomotive, a pipe:

system connected with the boiler and having nozzles adapted to dischargealong lines of approach to the cab at both sides; two means forcontrolling discharge through the nozzles at both sides, one of saidmeans being located at one attendants station, and the other, at theother attendants station in the cab, whereby from either station thenozzles at both sides may be operated.

2. In combination with a locomotive, a pipe system connected with theboiler and having nozzles adapted to discharge along lines of approachto the cab at both sides; two valves, each independent of the other,controlling the discharge through nozzles at both sides, and means foroperating one of said valves located in position for operation by thefoot of the attendant at the engineers station, and means for operatingthe other valve located in like position at the firemans station in thecab.

3. In combination with a locomotive, a pipe system having twoconnections with the boiler, and having nozzles adapted to dischargealong lines of approach to the cab at both sides; a valve in said pipesystem between each of the boiler connections and the nozzles, and meansfor operating either of said valves independently of the other.

t. In combination with a locomotive, a pipe system connected at bothends with theboiler and having nozzles adapted to discharge along linesof approach to the cab, valves controlling said pipes and means foroperating the same located in positions to be operated by the foot fromthe engineers or firemans stations in the cab.

In testimony whereof I have hereunto set my hand, at Chicago, Illinois,in the presence of two witnesses, this 11th day of September, 1902.

GIDEON A. COPP. In presence of (Irma S. BURTON, FREDK. G. FISCHER.

